This offering is for a new-old-stock (NOS) Suntour Sprint 9000 rear derailleur from the late 80's. It's a legitimate (Japanese made) Suntour rear derailleur that incorporates first generation index shifting technology (or as Suntour used to call it, "Accushift" indexing technology). Another interesting observation is the cosmetic similarity between this Sprint model rear derailleur and the Superbe model that preceded it. I don't mean to imply this Sprint model is the equivalent of the predecessor Superbe model rear derailleur, because that is not the case. For one, the old Superbe rear derailleur was a friction only model and this Sprint rear derailleur is both friction and indexing capable. Although, to view the two models side-by-side, it's apparent their are more design similarities than differences between the two derailleurs. During the late 80's there was still a Superbe Pro model rear derailleur that was top-end quality (make no mistake), but this Sprint model was a clear second on the Suntour pecking order...so high-end in it's own right. With respect to the shifting capacities and other notable specifications, we have included the following...
Index shifting compatibility: 6/7 speed (with Suntour branded or compatible index shifters and freewheels/cassettes)
Friction shifting compatibility: Several options (most 5/6/7 speed freewheels/cassettes)
Front capacity: Double chainring w/12T (max) difference
Rear capacity: Index/Friction...23T/26T
Total capacity: 26T (combined front chainring and rear sprocket difference...also known as chain wrap)
Weight: 212 grams (per our digital postal scale)
Other notes: The pulley cage length, is the technical specification having the most direct impact on rear derailleur capacity limits. This particular model has a relatively short cage length...measuring 48 mm from the center of the jockey/guide (top) pulley to the center of the tension (bottom) pulley. The cage length is slightly shorter than Shimano's designated "short cage" length of 50 mm, so this Suntour rear derailleur should compare (in terms of capacity limits) to similar Shimano branded models with the short pulley cage. The primary benefit to a shorter pulley cage is less weight (although, in all honesty we are only talking about grams here, so probably not a noticeable savings for most of us). The downside, as most already know, to a shorter pulley cage is lower capacity limits, which limits these derailleurs to double crankset road bikes with a relatively narrow gear range on the freewheel/cassette.
Having said the above, Suntour specified different capacity limits for this rear derailleur when in friction mode vs. indexing mode. Our experience, however, has been that friction mode capacity limits are attainable in indexing mode when care is taken to practice good shifting habits. In other words, avoid poor chainline gear combinations that place unnecessary stress on the drivetrain (and please see the more detailed note that follows regarding Suntour drivetrain capacity limits).
We should also note that all of our Suntour catalogs make a clear distinction between their sport/recreation components and their competition-level components, and without exception the Suntour Sprint components are always included among the latter...and near the top-end of the Suntour product line-up...with only Suntour's Superbe Pro groupset above it. We are not saying the Sprint rear derailleur is the equivalent of Superbe Pro, but it's close and in the discussion as a competition-level rear derailleur designed for the additional stresses brought about by competitive cycling.
As for condition, all of these rear derailleur units are still retail boxed, so each one will be in very nice cosmetic condition.
Note regarding Suntour specifications (drivetrain capacity limits)...
We realize catalog specifications concerning drivetrain capacities tend to be conservative. As a result, they may generally be exceeded with slightly taller rear sprockets and total gear differences that exceed recommended limits...as long as proper shifting techniques are practiced to achieve preferred gear combinations. Manufacturer specifications generally consider worst case gear combinations when listing maximum drivetrain capacities, so as long as these combinations are avoided, riders are generally able to exceed catalog specified capacity limits. We realize most individuals scanning this listing are already well aware of proper shifting techniques that achieve preferred gear combinations, so we'll limit the discussion to the most basic of premises...and that is to maintain a chainline that is as straight as possible when making gear selections. For example, there should never be a need for a gear combination that includes the smallest chainring in the front and the smallest sprocket in the rear...or alternatively...the largest chainring on the front and the largest sprocket in the rear. These are the most extreme gear combinations that put undue stress on a drivetrain. As a result, avoiding these extreme gear combinations (as well as other gear combinations that approach these extreme examples), should allow each rider to squeeze a little more capacity out of a drivetrain.
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Note to international customers regarding shipping...
We apologize to those that feel some of our international shipping charges are too high. We only charge actual shipping rates, but once an order exceeds a certain amount, we hesitate to use the least expensive US Postal Services First Class International service. We feel this way, because this service is not trackable or insurable...so more risk of loss. We prefer the US Postal Services Priority Mail International service for more expensive orders, because this service is trackable at USPS.com and insurable...so less risk of loss. Unfortunately, this service is more expensive, especially for smaller/lighter packages, relative to the First Class International service. We are sorry about these higher shipping costs, but hopefully our notes help to explain why this is the case.
Note to international customers regarding customs...
We also apologize to those that feel their country import taxes, duties and brokerage fees are excessive. As a small US business, we are required by customs' laws to declare each order as a retail sale. Additionally, the declared order value must be equal to total store purchases and/or winning auction bids (less any shipping costs, as these are not considered in the declared value). As a result, each customer will be responsible for paying his/her own country taxes, duties and brokerage fees, which will be collected upon delivery. Again, we aplogize for these additional costs, but we cannot afford the penalties and fines that come with breaking customs' laws...so we have to strictly abide by them.